Heating mechanism for internal-combustion engines



Dec. 10,1929. E. RICHARD HEMI-'Np nEc'xmNIsu FOR INTERNAL couBUsTvIoNvENGINES originan med oct. 2a. 1921 25 conditions thereof."

' j "uid fuel.v Thes'uction ofthe 'en ecanses Patented Dfefc. 10.119295;

. ronA'rIoN, for. DETROIT,- momemv, A coarQnATroN oF 'DELAWARE L- HEATING 1 une'slnlrrsiu non. INTRNAI-comauscrion'nnemns EUGENE c.' Bierman. on Finir. micnrean. As'sreNoia' ro' GENERAL-nomas cox-i orginalapplication meaoctober 28.1921, serial mi. 511,173. Dividedmi this .11 p1ieiip`ninea'November- 12,1925. serial no eaeaa. i

This inventionrel'ates to internal combustion lengines and more particularly to new I and improved means for heating a part or allv l ofthe fluid for the intake, under certain con- 5 ditions of operation of the engine, preparatorytovits entry into the cylinders whereby the proper explosive mixture may be obtained for the motor under its various conditions of operation. v

1 0 One of the objects ofi'the invent-ion ish-the *falls below the minimum and hence condeneither the mixture be in a heated-conditioner that its velocity be 'maintained above a ceri tain' minimum. Under certain operating conditions 'of themotor aswhen idling or op eratlng at low speed onopen throttle, the velocity of .the mixture in the intaliemanifold sation on thewalls of the' manifold results.

j provision of vnew and improved means for automatically operating the heating mechavnis'm when'motor. operatingconditions render it' necessa oradvantageous that'a part ofall '15 of the intlsie Huid be heated in order. to' obtain the proper'm'ixture and to revent its conf' densation on the walls of the intake manifold.

Another object of the invention is thejgrro- `vision'of means operated by the pressureof the motive Huid-passing through the eng-lne i for automatically cinitrolling thefheating of' the fuel, whereby the engine is'l readilyv warmed up on starting andthe efiiclency., of the same increased under certain operatlng A With these and other objects and -advantages in view which will appear as the description proceeds', the invention conslsts 1n the novel construction Aand arrangement of parts, hereinafter described,y articularly pointed out in the claims, and il ustratedin the accompanying drawings, wherein,

wherebythe mixture will beat such a temperwalls of the said manifold will not occur. In

i Iny the form of Fig. 1 is a side elevation of aportionof anthe air to enter through the inta epassage and the air in being drawn `through a restricted passage about the nozzle has its veit past the throttle into the intake manifold. In order to prevent the condensation of the fuel on the walls of thevl intake manifold while it is passing therethrough, it is necessary that engine showing mygdevice applied thereto,

other words, the lossin velocity of the liui'dis compensated for by increase inV the'tempera'- ture thereof. Mechanismcontrolled-'by thev suction -or operation off-the engine, as by the y the fluid before it" passes" throughtheen- "ature while passingthrough'themanifold that I the condensation of the liquid fuel on` the Y 'pressureof the motiveiluid,whether'operad i ginefor afterward, would, ofcourse, afford "i proper means for automati'cfally'` controlling sation and collectionon the walls of the mani'- 'l 'trolled by thegpressure or flow of the' exhaust, l

and the heatg'is'applied by heating the intake am, -v

the device as illustrated in the drawings the engine -1 having the head 2, intakemamfold 3 and carburetor 17a be of any suitable construction. Asshow hey are of the usual construction. The can ur tor 17is provided with' the usual float chama downwardly extending 'portion43 'forming locity increased tosuch an extent that it atomizes the fuel and carries the same along with an exhaust chamber 44 through which pass the `exhaust'gase' s'from'theiengine.Vm 'Thebhamber' 44 at one end and onthe lower side thereof4 isv provided-with an opening 45 about whichis -v secured 1in any suitablemannera 'valve chamber 46. v The lower end ofthe chamber .46l rests on a flange 47 of thefexhaust pipe15-l The -parts are so arranged that the exhaust gases pass from chamber-44-thrgu'gh the valve `chamber 46 and intjthe exhaust*pipe-15.` vThevalve chamber 4'6is heldin position by se ber 18", fuel. intake 19*1 and airintake passage 5 or extension 20".

The exhaust manifold 42 is provided with v cured in the bottom wall of the exhaust manifold 42. I

exhaust chamber44 bymeans of bolts or studs 48 which pass throu h-'the ang'e 47 and the ilanges on thecham r 46 and are se` The exhaust chamber 44 is providedat the ends thereof with openings 49 and 50, respectivelyhin which are fitted the ends fof an a1r intake pipe or passage 51. The pipe or passage 51 may be secured in position by any suitable means such as the'nut 52 threaded on its rear end and engaging the rear face of the wall about said opening 49, and an elbow 53 secured on itsforward end and engaging the `front face of the -wall about said opening 50. A sleeve 54 secured onthe lower end of the elbow 53 is in communication with a hot air trap or chamber 55 as by engaging in the upper end of the hot air intake extension'56 thereon. 'Ihe chamber 55 may be of any suitable form, the one'shown being in the form of an elbow having the 'lateral extension 5 7 'which is adapted to be attached to the air intake extension 20a of the carburetor 17".

The hot air trap or chamber 55 is also provided with a cool air intake extension 58 oif- 'set from the vertical plane of the extension 57.

Means' are provided whereby the carburetor 17"L is supplied with heated or non-heated-air depending on the operating conditions of the engine. When the operating conditions are such that the velocity of the intake mixture is not sufficient touprevent its condensation on the walls of the said intake, the vintake air is automatically directed through the heating device by the valve 34a which is operated by the pressure ofithe exhaust; Any suitable valve arrangement for simultaneously opening the heating passage and closing the cool ,air or non-heating air passage and vice versa, and operated by the valve 34a in the exhaust,

may-be employed. In the form illust-rated a separate valve for each passage is employed.

lThe chamber 46 is provided with a valve 34a secured to the oscillating shaft 59 extending through said chamber'ad]- acent the ,front -wall thereof. The shaftl 59 is provided with a crank or operating arm 60 to which is con-y nected the rear end of a link 61, the forward end of which is pivotally connected to a crank or arm 62 on theinner end of an oscillating shaft 63 extending through the cool air intake passage or extension 58, for operating the cool air valve 64. The outer end of the shaft 63 is also provided with a crank or arm 65 to which is pivoted the lower end of a link 66 the upper end of 'which is pivotally connected to the crankor arm 67 secured to the outer end of the oscillating shaft 68, extending through the hot air intake extension 5 6 for operating the valve 69':`

An extensible spring 70 tends t'o maintain thelvalve 34a in closed position. This spring has one end secured to the crank or arm 60 and has its other end secured to the L-shaped anchor member 71e. The anchor member 71 may besecured to one of the bolts 48 and may if desired have its base portion 72 composed 1 oftwo sections-slidably' connected to each mined minimum as when the engine is idling or when the engine is operating at low speeds under open throttle conditions. In other words, under these conditions the pressure of' the exhaust will not be sufficient to open the valve 34Il very wide and consequently a greater portion of the intake air will be automatically directed through theheated passage 51.

.It will be understood that the heated mixture will greatly hasten the warming up of the engine when it is started and it has been demonstrated by experiments that the efficiency ofthe engine per unit of fuel consumed will also be increased.

It is thought from the foregoing taken in that the construction and operation of my device will be apparent to those skilled in the art; and that various changes in size, shape,

`connection with the accompanying drawings and proportion and details of construction may be made without departing from the lspirit and scope of the appended claims.

This application isa division of Serial No. 511,173, filed October 28, 1921, Heating mechanism for internal combustion engines. n

I claim:

1. In combination with an internal combustion engine including a carburetor pro-v vided with an air intake for supplying air for forming a fuel mixture, of means controlled j 1 by the` flow of exhaust gas from-the engine for varying vthe temperature of the intake air anterior to the mixing of saidair and fuel in said carburetor.

2. In combination with an engine provided with-an intake passageand an exhaust passage, of an air passage extending through said exhaust passage, a carburetor including an air intake, a hot air trap connected to said air lpassage and said air intake, and provided wit an air intake, a valve therein, a valve for preventing the flow 'of air through said air passage, a pressure operated valve in said exhaust passage, means connecting said valves whereby the same will be operated simultaneously by the pressure of the exhaust on said pressure operated valve, means tending t'o hold said last named valve in closed position against the pressure of the exhaust, and means for varying the effectiveness of said last named means. l

3. In combination with an engine including an exhaust passage and a carburetor having an air intake, of a hot air trap connected to said intake, said trap provided Witha cool air passage and a hot air passage, means controlled by the flow or pressure of the exhaust for directing the air for the fuel mixture through the hot air passage when the velocity of the fuel mixture falls below a'predeter` mined minimum and for directing the air for the fuel mixture through the cool air passage when the velocity of. said fuel mixture rises above a predetermined maximum.

4. In combinationvvith an internal combustion engine having a carbureter, of means for supplying air to said carbureter comprising a cold air source and a hot air source, means for varying the proportions oit'V the air sup lied from said sources, and means actuated) by the flow of exhaust gas from said engine for actuating said proportion-varying means- A .5. The combination with an internal combustion engine having an exhaust passage anda carburetor, of a heater for the air supplied to the carburetor, a conduit for supplyo ing heated air to the carburetor and a conduit for supplying unheated air to thecarburetor, means for varying the relativeproportions of air owing throu h said conduits and means responsive to ovv of exhaust through said exhaust passage arranged to control said proportion-varying means to increase the supply of unheated air and reduce Vthe suppply of heated air as the flow of exhaust as lncreases.

V6. T e combination with an internal combustionv engine having a carburetor and means y for supplying air to said carburetor of means for heating said air before its entry into the carburetor and means responsive to thev quantity of flow of the motive fluid of saidengine operative to reduce the temperature of said air as the quantityof Huid passing through the engine increases.

In testimony whereof I affix my Signat-uw` EUGENE C. RICHARD 

